Ship lift transverse guide mechanism with emergency braking function

Abstract

The utility model discloses a ship lift horizontal guide mechanism with emergency brake function belongs to ship lift protection equipment technical field, including guide frame, guide frame is connected with the pressure bar through disc spring group, and the guide frame of left and right sides is connected with left guide cylinder and right guide cylinder respectively, and left guide cylinder and right guide cylinder are used for controlling the pressure bar on left and right sides guide frame and realize brake or the realization of guide of the separation of guide rail, the cylinder body of left guide cylinder and right guide cylinder is connected with ship compartment, be equipped with a plurality of horizontal guide pulley on guide frame, and pressure assembly is used for controlling horizontal guide pulley and guide rail compression or the separation of guide rail, and pressure assembly, left guide cylinder and right guide cylinder are connected with hydraulic oil pipeline control assembly. The utility model discloses a ship lift horizontal guide mechanism with emergency brake function can effectively solve the ship lift horizontal guide mechanism of prior art lacks brake ability, when the existing brake device fails, causes ship compartment to rush the top or fall and other serious safety accidents and other problems.

Description

Technical Field

[0001] This utility model belongs to the technical field of ship lift protection equipment. Specifically, it relates to a horizontal guide mechanism for a ship lift with an emergency braking function. Background Technology

[0002] Existing rack and pinion climbing ship lifts typically have a safety brake and a working brake installed on the output shaft of the ship's drive motor. Under normal circumstances, the ship uses electrical braking, i.e., the motor torque is controlled by a frequency converter to reduce speed. After the ship stops, both brakes are engaged. When the ship overspeeds or in other emergency situations, the working brake can apply emergency braking, controlling the braking force to steadily decelerate and stop the ship, and finally the safety brake engages.

[0003] For rack and pinion climbing ship lifts, a set of transverse guide mechanisms is typically installed in both the upstream and downstream directions of the ship compartment. Each system has a guide frame on both the left and right banks. The guide frames can move along the vertical guide rails on the tower column. Each transverse guide frame is connected to the ship compartment via a guide cylinder. The left and right chambers of the guide cylinders on both sides are connected to each other, and the right chambers are connected to each other, and are always pressurized through compensating cylinders. The guide cylinders on both sides can extend and retract synchronously, thus ensuring that the ship compartment remains on the centerline of the guide rails on both sides during the upstream and downstream movement.

[0004] The existing transverse guide mechanism is only used to keep the ship's compartment laterally centered during its up and down movement and to withstand lateral loads under conditions such as earthquakes. It does not have the ability to brake the ship's compartment. When the existing braking device fails, the ship's compartment may go out of control during its up and down movement, leading to serious safety accidents such as the ship's compartment overturning or falling. Utility Model Content

[0005] The purpose of this utility model is to address the aforementioned shortcomings by providing a horizontal guide mechanism for a ship lift with an emergency braking function. This solves the problem that existing horizontal guide mechanisms for ship lifts lack braking capability, leading to serious safety accidents such as ship overshooting or falling when existing braking devices fail. To achieve the above objective, this utility model provides the following technical solution: A horizontal guide mechanism for a ship lift with emergency braking function includes a ship compartment and guide rails arranged on both sides of the ship compartment. Guide frames are mounted on the guide rails. Each guide frame has a pressure bar connected to a group of disc springs on its side facing the guide rail. The left and right guide frames are respectively connected to piston rods of a left guide cylinder and a right guide cylinder. The left and right guide cylinders are used to control the pressure bars on the left and right guide frames to press against the guide rails to achieve braking or to disengage from the guide rails to achieve guidance. The cylinder bodies of the left and right guide cylinders are connected to the ship compartment. Several transverse guide wheels are provided on the guide frames. The transverse guide wheels are elastically connected to the guide frames through a pressure assembly. The pressure assembly controls the transverse guide wheels to press against or disengage from the guide rails. A hydraulic oil pipeline control assembly is connected to the pressure assembly, the left guide cylinder, and the right guide cylinder to control the pressure of the pressure assembly, the left guide cylinder, and the right guide cylinder.

[0006] Furthermore, the left guide cylinder includes a left cylinder left chamber and a left cylinder right chamber; the right guide cylinder includes a right cylinder left chamber and a right cylinder right chamber; the hydraulic oil pipeline control assembly includes an accumulator and a compensation cylinder; the compensation cylinder includes an active chamber, a right compensation chamber, and a left compensation chamber connected in sequence; the left compensation chamber, the left cylinder left chamber, and the right cylinder left chamber are connected in sequence through pipelines; the right compensation chamber, the left cylinder right chamber, and the right cylinder right chamber are connected in sequence through pipelines; the accumulator is connected to the active chamber.

[0007] Furthermore, the pressure assembly includes a clamping cylinder and a disc spring sleeve; one end of the clamping cylinder is hinged to the guide frame, and the other end is connected to the disc spring sleeve; the end of the disc spring sleeve away from the clamping cylinder is connected to the transverse guide wheel; the clamping cylinder is connected to the accumulator through a pipeline.

[0008] Furthermore, the hydraulic oil pipeline control assembly also includes a first two-position two-way solenoid valve and a fourth two-position two-way solenoid valve; the first two-position two-way solenoid valve and the fourth two-position two-way solenoid valve are respectively connected to the left compensation chamber, the left chamber of the left cylinder and the left chamber of the right cylinder; the first two-position two-way solenoid valve is used to replenish pressure to the left chamber of the left cylinder and the left chamber of the right cylinder; the fourth two-position two-way solenoid valve is used to release pressure to the left chamber of the left cylinder and the left chamber of the right cylinder.

[0009] Furthermore, the hydraulic oil pipeline control assembly also includes a second two-position two-way solenoid valve and a fifth two-position two-way solenoid valve; the second two-position two-way solenoid valve and the fifth two-position two-way solenoid valve are respectively connected to the right compensation chamber, the right chamber of the left cylinder and the right chamber of the right cylinder; the second two-position two-way solenoid valve is used to replenish pressure to the right chamber of the left cylinder and the right chamber of the right cylinder; the fifth two-position two-way solenoid valve is used to release pressure to the right chamber of the left cylinder and the right chamber of the right cylinder.

[0010] Furthermore, the hydraulic oil pipeline control assembly also includes a third two-position two-way solenoid valve and a sixth two-position two-way solenoid valve; the third two-position two-way solenoid valve and the sixth two-position two-way solenoid valve are respectively connected to the accumulator; the third two-position two-way solenoid valve is used to replenish the pressure of the accumulator; the sixth two-position two-way solenoid valve is used to release the pressure of the accumulator.

[0011] Furthermore, the hydraulic oil pipeline control assembly also includes a two-position four-way solenoid valve; the two-position four-way solenoid valve is used to connect to the oil inlet pipeline of the left guide cylinder or the right guide cylinder, and is used to switch the connection relationship between the left chamber of the left cylinder and the right chamber of the left cylinder or the connection relationship between the left chamber of the right cylinder and the right chamber of the right cylinder.

[0012] Furthermore, the hydraulic oil pipeline control component also includes a two-position three-way solenoid valve; the two-position three-way solenoid valve is connected to the clamping cylinder and is used to switch the connection between the clamping cylinder and the accumulator or the return oil tank.

[0013] Furthermore, the pressure-bearing strip is provided with several friction pads on the side near the guide rail.

[0014] Furthermore, the first two-position two-way solenoid valve, the second two-position two-way solenoid valve, the third two-position two-way solenoid valve, the fourth two-position two-way solenoid valve, the fifth two-position two-way solenoid valve, and the sixth two-position two-way solenoid valve can be replaced with three-position three-way solenoid valves.

[0015] A method for using a horizontal guide mechanism for a ship lift with emergency braking function: When the ship chamber requires emergency braking, the fourth two-position two-way solenoid valve, the two-position three-way solenoid valve, and the two-position four-way solenoid valve are energized, while the other solenoid valves remain de-energized. At this time, the left chamber of the left cylinder, the right chamber of the right cylinder, and the left compensation cylinder are connected and connected to the oil tank for pressure relief. The right chamber of the left cylinder, the left chamber of the right cylinder, and the right compensation chamber are connected. The accumulator pressure passes sequentially through the active chamber and the... The right compensation chamber acts on the right chamber of the left cylinder and the left chamber of the right cylinder, causing the piston rods of the left guide cylinder and the right guide cylinder to extend towards the guide rails on both sides of the cabin; at this time, the pressing cylinder is connected to the return oil tank, and the transverse guide wheel no longer presses against the guide rail; at this time, the pressure strip on the guide frame will press against the guide rail, and the friction plate will rub against the guide rail, thereby causing the cabin to decelerate and eventually stop; during emergency braking, if the pressure of the accumulator is insufficient, the third two-position two-way solenoid valve can be energized to replenish the pressure of the accumulator.

[0016] The beneficial effects of this utility model are: This utility model discloses a horizontal guide mechanism for a ship lift with an emergency braking function. The emergency braking function of this utility model is independent of the existing drive system brakes. When the existing drive system brakes fail, causing the ship to move uncontrollably up or down, the mechanism can decelerate and stop the overspeeding ship, preventing serious safety accidents such as the ship overshooting the top or falling. This patent utilizes the pressure strips of the guide frame of the horizontal guide mechanism to achieve friction braking with the guide rail. Only minor modifications to the conventional horizontal guide mechanism are needed to achieve this function, without the need for additional brakes or other equipment. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the structure of this utility model; Figure 2 This is a schematic diagram of the horizontal guide frame structure of this utility model; In the attached diagram: 1. Ship compartment; 2. Guide rail; 3. Guide frame; 4. Left guide cylinder; 4a. Left chamber of left cylinder; 4b. Right chamber of left cylinder; 5. Right guide cylinder; 5a. Left chamber of right cylinder; 5b. Right chamber of right cylinder; 6. Compensating cylinder; 6a. Left compensating chamber; 6b. Right compensating chamber; 6c. Active chamber; 7. Accumulator; 8. Lateral guide wheel; 9. Disc spring sleeve; 10. Pressure bar; 11. Clamping cylinder; 12. Friction plate; YV1. First two-position two-way solenoid valve; YV2. Second two-position two-way solenoid valve; YV3. Third two-position two-way solenoid valve; YV4. Fourth two-position two-way solenoid valve; YV5. Fifth two-position two-way solenoid valve; YV6. Sixth two-position two-way solenoid valve; YV7. Two-position four-way solenoid valve; YV8. Two-position three-way solenoid valve. Detailed Implementation

[0018] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments, but the present invention is not limited to the following embodiments.

[0019] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0020] In the description of this utility model, "first feature" and "second feature" may include one or more of the features.

[0021] In the description of this utility model, "multiple" means two or more.

[0022] In the description of this utility model, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or it may include the first and second features not being in direct contact but being in contact through another feature between them.

[0023] In the description of this utility model, the terms "above", "over" and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicate that the first feature is at a higher horizontal level than the second feature.

[0024] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," and "some examples" indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0025] Example 1 See attached Figures 1-2 This embodiment discloses a horizontal guide mechanism for a ship lift with emergency braking function, including a ship compartment 1. Vertically extending guide rails 2 are symmetrically arranged on the left and right sides of the ship compartment 1. The guide rails 2 are fixed to the ship lift tower column by embedded parts, forming a lateral limiting reference for the vertical movement of the ship compartment 1. A guide frame 3 is installed on each guide rail 2. The inner side of the guide frame 3 is clearance-fitted with the outer wall of the guide rail 2 to ensure that the guide frame 3 can slide smoothly along the length of the guide rail 2. Three sets of disc springs are evenly distributed on the side of the guide frame 3 facing the guide rail 2. Each set of disc springs consists of multiple stacked disc springs. One end of the disc spring set is fixed to the mounting panel of the guide frame 3 by bolts, and the other end is welded to the back of the pressure bar 10, allowing the pressure bar 10 to move elastically radially along the guide frame 3. Multiple friction plates 12 are fixed on the side of the pressure bar 10 near the guide rail 2. The friction plates 12 are made of wear-resistant cast iron, and their surfaces are roughened to improve the coefficient of friction during braking.

[0026] In this embodiment, the left and right guide frames 3 are each welded with a lug plate with a pin hole at the middle of the side closest to the cabin 1. The lug plate of the left guide frame 3 is hinged to the piston rod end of the left guide cylinder 4 by a pin, and the lug plate of the right guide frame 3 is hinged to the piston rod end of the right guide cylinder 5 in the same way. The bottom of the cylinder bodies of the left guide cylinder 4 and the right guide cylinder 5 are both welded with flanges, which are fixedly connected to the mounting bracket on the side wall of the cabin 1 by high-strength bolts.

[0027] In this embodiment, two transverse guide wheels 8 are provided at the upper and lower ends and on the left and right sides of the guide frame 3. The transverse guide wheels 8 can contact the guide rail 2 for guidance. The transverse guide wheels 8 are connected to the pressure assembly through the wheel axle. The pressure assembly includes a clamping cylinder 11 and a disc spring cylinder 9. The tail of the cylinder body of the clamping cylinder 11 is hinged to the guide frame 3 through a pin. The end of the piston rod is connected to one end of the disc spring cylinder 9 through a thread. The other end of the disc spring cylinder 9 is rotatably connected to the transverse guide wheel 8 through the wheel axle. The disc spring cylinder 9 has multiple pre-compressed disc springs built inside to provide initial clamping force for the transverse guide wheel 8.

[0028] In this embodiment, the hydraulic oil pipeline control assembly includes an accumulator 7, a compensating cylinder 6, and multiple solenoid valves. The accumulator 7 is connected to the active chamber 6c of the compensating cylinder 6 via a high-pressure hose. The compensating cylinder 6 has a three-section cylinder structure, including a left compensating chamber 6a, a right compensating chamber 6b, and an active chamber 6c. The active chamber 6c is connected to the accumulator 7. The left compensating chamber 6a and the right compensating chamber 6b are respectively connected to the guide cylinder chamber via independent high-pressure pipelines. The left guide cylinder 4 is internally divided into a left cylinder left chamber 4a and a left cylinder right chamber 4b by a piston. The right guide cylinder 5 is similarly divided into a right cylinder left chamber 5a and a right cylinder right chamber 5b. The left compensating chamber 6a is connected in parallel with the left cylinder left chamber 4a and the right cylinder left chamber 5a via pipelines to form a left pressure oil circuit. The right compensating chamber 6b is connected in parallel with the left cylinder right chamber 4b and the right cylinder right chamber 5b via pipelines to form a right pressure oil circuit.

[0029] In this embodiment, the solenoid valves in the hydraulic oil pipeline control assembly all adopt a plate-mounted structure and are fixed to the integrated valve block with bolts. The integrated valve block is connected to each chamber, accumulator 7, and return oil tank via high-pressure oil pipes. Specifically, the first two-position two-way solenoid valve YV1 and the fourth two-position two-way solenoid valve YV4 are connected in parallel on the left pressure oil line. The inlet of the first two-position two-way solenoid valve YV1 is connected to the outlet of the hydraulic station for pressure replenishment of the left pressure oil line, and the outlet of the fourth two-position two-way solenoid valve YV4 is connected to the return oil tank for pressure relief of the left pressure oil line. The second two-position two-way solenoid valve YV2 and the fifth two-position two-way solenoid valve YV5 are connected in parallel on the right pressure oil line, respectively for pressure replenishment and pressure relief of the right pressure oil line. The third two-position two-way solenoid valve YV3 and the sixth two-position two-way solenoid valve YV4 are connected in parallel on the right pressure oil line. The two-way solenoid valve YV6 is connected in parallel on the pipeline between the accumulator 7 and the active chamber 6c, respectively realizing the pressure replenishment and pressure relief of the accumulator 7; the two-position four-way solenoid valve YV7 is connected in series on the connecting pipeline between the two chambers of the right guide cylinder 5, and its four oil ports are respectively connected to the left chamber 5a of the right cylinder, the right chamber 5b of the right cylinder, the left pressure oil circuit and the right pressure oil circuit; the oil inlet of the two-position three-way solenoid valve YV8 is connected to the accumulator 7, the oil outlet is connected to the rodless chamber of the four clamping cylinders 11, and the oil return port is connected to the return oil tank, realizing centralized control of all clamping cylinders 11.

[0030] In this embodiment, when the cabin 1 is running normally up and down, all solenoid valves in the hydraulic oil pipeline control assembly are de-energized. At this time, the mechanism achieves lateral centering guidance through the natural connection of the hydraulic circuit. When the two-position four-way solenoid valve YV7 is de-energized, its internal valve core is in the initial position. The right cylinder left chamber 5a of the right guide cylinder 5 is connected to the left pressure oil circuit, and the right cylinder right chamber 5b is connected to the right pressure oil circuit. Therefore, the left pressure oil circuit (left compensation chamber 6a - left cylinder left chamber 4a - right cylinder left chamber 5a) and the right pressure oil circuit (right compensation chamber 6b - left cylinder right chamber 4b - right cylinder right chamber 5b) are both in an independent and connected state. The accumulator 7 transmits pressure synchronously to the left compensation chamber 6a and the right compensation chamber 6b through the active chamber 6c of the compensation cylinder 6. The left compensation chamber 6a provides the initial pressure to the left pressure oil circuit, and the right compensation chamber 6b provides the same pressure to the right pressure oil circuit, ensuring that the pressure on both sides of the piston of the left and right guide cylinders 5 is balanced, and avoiding malfunction of the guide cylinder due to pressure difference. When the two-position three-way solenoid valve YV8 is de-energized, its valve core connects the accumulator 7 to the rodless chamber of the clamping cylinder 11. The pressure of the accumulator 7 is transmitted to the clamping cylinder 11, pushing the piston rod to extend and further compressing the disc spring in the disc spring sleeve 9, so that the transverse guide wheel 8 is tightly attached to the outer wall of the guide rail 2. When the cabin 1 moves up and down along the guide rail 2, the transverse guide wheel 8 rolls synchronously with the cabin 1, which not only limits the lateral displacement of the cabin 1, but also reduces the running resistance.

[0031] When the cabin 1 shifts laterally due to water flow disturbance or installation error of the guide rail 2, for example, when the cabin 1 moves closer to the left guide rail 2, the distance between the left guide frame 3 and the cabin 1 decreases, the piston rod of the left guide cylinder 4 is compressed, the hydraulic oil pressure in the right chamber 4b of the left cylinder increases, and the excess hydraulic oil flows back to the right chamber 5b of the right cylinder through the right pressure oil circuit, pushing the piston rod of the right guide cylinder 5 to move to the left. Since the piston rod and the guide frame 3 remain fixed, the right guide cylinder 5 and the cabin 1 move to the right relative to the piston rod, ultimately pulling the cabin 1 back to the centerline position of the two guide rails 2, achieving lateral centering guidance. During this process, if the pressure in the left or right pressure oil circuit drops due to leakage, the pressure can be replenished from the hydraulic station to the circuit by controlling the first two-position two-way solenoid valve YV1 or the second two-position two-way solenoid valve YV2 to maintain pressure stability; or if the system pressure is too high and needs to be released, the pressure can be released by controlling the fourth two-position two-way solenoid valve YV4 or the fifth two-position two-way solenoid valve YV5 to connect the return oil tank.

[0032] Example 2 In this embodiment, a method for using a horizontal guide mechanism for a ship lift with an emergency braking function is disclosed. Employing the horizontal guide mechanism for a ship lift with an emergency braking function described in Embodiment 1 above, when the control system of the ship compartment 1 fails, the frequency converter is not enabled, and the brake is released, posing a risk of uncontrolled upward or downward movement, emergency braking is achieved by energizing specific solenoid valves and switching the hydraulic circuit state. First, the fourth two-position two-way solenoid valve YV4, the second-position four-way solenoid valve YV7, and the second-position three-way solenoid valve YV8 are energized, while the remaining solenoid valves remain de-energized. After the two-position four-way solenoid valve YV7 is energized, the valve core switches to the working position, connecting the right cylinder left chamber 5a of the right guide cylinder 5 to the right pressure oil circuit, and the right cylinder right chamber 5b to the left pressure oil circuit. At this time, the connection relationship of the left pressure oil circuit becomes "left compensation chamber 6a-left cylinder left chamber 4a-right cylinder right chamber 5b", and the connection relationship of the right pressure oil circuit becomes "right compensation chamber 6b-left cylinder right chamber 4b-right cylinder left chamber 5a". After the fourth two-position two-way solenoid valve YV4 is energized, the left pressure oil circuit is connected to the return oil tank. The hydraulic oil in the left compensation chamber 6a, the left cylinder left chamber 4a and the right cylinder right chamber 5b is depressurized through the fourth two-position two-way solenoid valve YV4, creating conditions for the piston rod of the guide cylinder to extend. At this time, after the two-position three-way solenoid valve YV8 is energized, the valve core connects the rodless chamber of the clamping cylinder 11 with the return oil tank. The hydraulic oil in the clamping cylinder 11 flows back to the return oil tank. The piston rod retracts under the restoring force of the disc spring in the disc spring sleeve 9. The transverse guide wheel 8 disengages from the outer wall of the guide rail 2, avoiding rolling friction between the guide wheel and the guide rail 2 from affecting the braking effect. The high-pressure hydraulic oil in the accumulator 7 enters the right compensation chamber 6b through the active chamber 6c of the compensation cylinder 6. The high-pressure hydraulic oil enters the right chamber 4b of the left cylinder and the left chamber 5a of the right cylinder through the right pressure oil circuit, pushing the piston of the left guide cylinder 4 to move to the left and the piston of the right guide cylinder 5 to move to the right, so that the piston rods of the left and right guide cylinders 5 extend synchronously to the guide rails 2 on both sides. During the extension of the piston rod, it drives the guide frame 3 to approach the guide rail 2 until the pressure strip 10 on the guide frame 3 contacts the outer wall of the guide rail 2. At this time, the piston rod continues to extend, compressing the disc spring in the disc spring assembly, so that the friction plate 12 is tightly attached to the outer wall of the guide rail 2. When the cabin 1 runs out of control, sliding friction is generated between the friction plate 12 and the guide rail 2. This friction is transmitted to the cabin 1 through the guide frame 3 and the guide cylinder, forming a braking force opposite to the direction of travel of the cabin 1. The braking force gradually reduces the speed of the cabin 1 and eventually brings it to a stop. If the pressure of the accumulator 7 drops due to leakage or oil compression during braking, the third two-position two-way solenoid valve YV3 can be energized, and the hydraulic station can replenish the pressure of the accumulator 7 to ensure the pressure of the right pressure oil circuit is stable and maintain sufficient braking force.

[0033] In this embodiment, when the ship compartment 1 stops under emergency braking and needs to restore normal guiding function, the first two-position two-way solenoid valve YV1 is energized. After the first two-position two-way solenoid valve YV1 is energized, the high-pressure hydraulic oil from the hydraulic station enters the left compensation chamber 6a, the left cylinder left chamber 4a, and the right cylinder right chamber 5b through the left pressure oil circuit, pushing the piston of the left guide cylinder 4 to move to the right and the piston of the right guide cylinder 5 to move to the left, thus resetting the guide cylinder piston rod and restoring the distance between the guide frame 3 and the guide rail 2 to its initial state. After the piston rod is fully reset, the first two-position two-way solenoid valve YV1 is de-energized, and simultaneously the fourth two-position two-way solenoid valve YV4, the two-position four-way solenoid valve YV7, and the two-position three-way solenoid valve YV8 are de-energized. After the two-position three-way solenoid valve YV8 is de-energized, the accumulator 7 reconnects with the clamping cylinder 11, the hydraulic oil pushes the piston rod out, the transverse guide wheel 8 re-adheres the guide rail 2, and the mechanism restores its normal guiding function, supporting the ship compartment 1 to resume its up-and-down movement.

[0034] In some embodiments, the two-position four-way solenoid valve YV7 can be transferred from the connecting pipe of the right guide cylinder 5 to the connecting pipe of the left guide cylinder 4. At this time, the four oil ports of the two-position four-way solenoid valve YV7 are respectively connected to the left cylinder left chamber 4a, the left cylinder right chamber 4b, the left pressure oil circuit, and the right pressure oil circuit. During normal guidance, the two-position four-way solenoid valve YV7 is de-energized, the left cylinder left chamber 4a is connected to the left pressure oil circuit, and the left cylinder right chamber 4b is connected to the right pressure oil circuit. The circuit state is the same as in Embodiment 1. During emergency braking, the two-position four-way solenoid valve YV7 is energized, the left cylinder left chamber 4a is connected to the right pressure oil circuit, and the left cylinder right chamber 4b is connected to the left pressure oil circuit. With the pressure relief of the fifth two-position two-way solenoid valve YV5, the piston rods of the left and right guide cylinders 5 can also be extended to both sides. The braking principle is the same as in Embodiment 1.

[0035] In some embodiments, the first two-position two-way solenoid valve YV1 and the fourth two-position two-way solenoid valve YV4 can be replaced with a three-position three-way solenoid valve. The inlet of this three-position three-way solenoid valve is connected to the hydraulic station, the outlet is connected to the left pressure oil circuit, and the return port is connected to the return oil tank. During normal operation, the three-position three-way solenoid valve is in the neutral position, keeping the left pressure oil circuit closed and maintaining stable pressure. When pressure replenishment is required, the three-position three-way solenoid valve switches to the left position, connecting the hydraulic station to the left pressure oil circuit. When pressure relief is required, the three-position three-way solenoid valve switches to the right position, connecting the left pressure oil circuit to the return oil tank. Similarly, the second two-position two-way solenoid valves YV2 and YV5, and the third two-position two-way solenoid valves YV3 and YV6 can also be replaced with three-position three-way solenoid valves, achieving pressure replenishment and relief functions with a single solenoid valve, reducing the number of solenoid valves, simplifying the structure of the integrated valve block, and reducing the risk of system leakage.

[0036] In some embodiments, if the pre-compression force of the disc spring inside the disc spring sleeve 9 is large enough, the clamping cylinder 11 and the two-position three-way solenoid valve YV8 can be omitted, and the transverse guide wheel 8 is directly connected to the guide frame 3 through the disc spring sleeve 9. During normal guidance, the pre-compression force of the disc spring makes the transverse guide wheel 8 press tightly against the guide rail 2; during emergency braking, the piston rod of the guide cylinder extends and pushes the guide frame 3 closer to the guide rail 2, reducing the distance between the guide frame 3 and the guide rail 2. The pressure of the guide cylinder when it extends directly overcomes the elastic force of the disc spring sleeve 9, pressing the pressure strip 10 onto the guide rail 2. At this time, the pressure strip 10 drives the friction plate 12 to press the guide rail 2 to achieve braking.

[0037] The above embodiments are only used to illustrate the technical solutions of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this utility model without departing from the spirit and scope of the technical solutions of this utility model, and all such modifications and substitutions should be covered within the scope of the claims of this utility model. Technologies, shapes, and structural parts not described in detail in this utility model are all known technologies.

Claims

1. A ship chamber transverse guide mechanism with emergency braking function, comprising a ship chamber (1) and guide rails (2) arranged on both sides of the ship chamber (1), characterized in that: A guide frame (3) is installed on the guide rail (2); each guide frame (3) facing the guide rail (2) is connected to a pressure bar (10) by several disc spring groups; the left and right guide frames (3) are respectively connected to the piston rods of the left guide cylinder (4) and the right guide cylinder (5); the left guide cylinder (4) and the right guide cylinder (5) are respectively used to control the pressure bars (10) on the left and right guide frames (3) to press against the guide rail (2) to achieve braking or to disengage from the guide rail (2) to achieve guidance; the left guide cylinder (4) and the right guide cylinder (5) The cylinder body is connected to the cabin (1); the guide frame (3) is provided with a number of transverse guide wheels (8); the number of transverse guide wheels (8) are elastically connected to the guide frame (3) through a pressure assembly; the pressure assembly is used to control the transverse guide wheels (8) to press against or disengage from the guide rail (2); the pressure assembly, the left guide cylinder (4) and the right guide cylinder (5) are connected to a hydraulic oil pipeline control assembly, which is used to control the pressure of the pressure assembly, the left guide cylinder (4) and the right guide cylinder (5).

2. The lateral guide mechanism of a ship lift with emergency braking function according to claim 1, characterized in that: The left guide cylinder (4) includes a left cylinder left chamber (4a) and a left cylinder right chamber (4b); the right guide cylinder (5) includes a right cylinder left chamber (5a) and a right cylinder right chamber (5b); the hydraulic oil pipeline control assembly includes an accumulator (7) and a compensation cylinder (6); the compensation cylinder (6) includes an active chamber (6c), a right compensation chamber (6b), and a left compensation chamber (6a) connected in sequence; the left compensation chamber (6a), the left cylinder left chamber (4a), and the right cylinder left chamber (5a) are connected in sequence through pipelines; the right compensation chamber (6b), the left cylinder right chamber (4b), and the right cylinder right chamber (5b) are connected in sequence through pipelines; the accumulator (7) is connected to the active chamber (6c).

3. The lateral guide mechanism of a ship lift with emergency braking function according to claim 2, characterized in that: The pressure assembly includes a clamping cylinder (11) and a disc spring sleeve (9); one end of the clamping cylinder (11) is hinged to the guide frame (3), and the other end is connected to the disc spring sleeve (9); the end of the disc spring sleeve (9) away from the clamping cylinder (11) is connected to the transverse guide wheel (8); the clamping cylinder (11) is connected to the accumulator (7) through a pipeline.

4. The lateral guide mechanism of a ship lift with emergency braking function according to claim 3, characterized in that: The hydraulic oil pipeline control assembly also includes a first two-position two-way solenoid valve (YV1) and a fourth two-position two-way solenoid valve (YV4); the first two-position two-way solenoid valve (YV1) and the fourth two-position two-way solenoid valve (YV4) are respectively connected to the left compensation chamber (6a), the left cylinder left chamber (4a) and the right cylinder left chamber (5a); the first two-position two-way solenoid valve (YV1) is used to replenish pressure to the left cylinder left chamber (4a) and the right cylinder left chamber (5a); the fourth two-position two-way solenoid valve (YV4) is used to release pressure to the left cylinder left chamber (4a) and the right cylinder left chamber (5a).

5. The lateral guide mechanism of a ship lift with emergency braking function according to claim 4, characterized in that: The hydraulic oil pipeline control assembly also includes a second two-position two-way solenoid valve (YV2) and a fifth two-position two-way solenoid valve (YV5); the second two-position two-way solenoid valve (YV2) and the fifth two-position two-way solenoid valve (YV5) are respectively connected to the right compensation chamber (6b), the right chamber of the left cylinder (4b) and the right chamber of the right cylinder (5b); the second two-position two-way solenoid valve (YV2) is used to replenish pressure to the right chamber of the left cylinder (4b) and the right chamber of the right cylinder (5b); the fifth two-position two-way solenoid valve (YV5) is used to release pressure to the right chamber of the left cylinder (4b) and the right chamber of the right cylinder (5b).

6. The lateral guide mechanism of a ship lift with emergency braking function according to claim 5, characterized in that: The hydraulic oil pipeline control assembly also includes a third two-position two-way solenoid valve (YV3) and a sixth two-position two-way solenoid valve (YV6); the third two-position two-way solenoid valve (YV3) and the sixth two-position two-way solenoid valve (YV6) are respectively connected to the accumulator (7); the third two-position two-way solenoid valve (YV3) is used to replenish the pressure of the accumulator (7); the sixth two-position two-way solenoid valve (YV6) is used to release the pressure of the accumulator (7).

7. The lateral guide mechanism of a ship lift with emergency braking function according to claim 6, characterized in that: The hydraulic oil pipeline control assembly also includes a two-position four-way solenoid valve (YV7); the two-position four-way solenoid valve (YV7) is used to connect to the oil inlet pipeline of the left guide cylinder (4) or the right guide cylinder (5), and is used to switch the connection relationship between the left chamber (4a) of the left cylinder and the right chamber (4b) of the left cylinder or the connection relationship between the left chamber (5a) of the right cylinder and the right chamber (5b) of the right cylinder.

8. The lateral guide mechanism of a ship lift with emergency braking function according to claim 7, characterized in that: The hydraulic oil pipeline control assembly also includes a two-position three-way solenoid valve (YV8); the two-position three-way solenoid valve (YV8) is connected to the clamping cylinder (11) and is used to switch the connection between the clamping cylinder (11) and the accumulator (7) or the return oil tank.

9. The lateral guide mechanism of a ship lift with emergency braking function according to claim 1, characterized in that: The pressure-bearing strip (10) has several friction plates (12) on the side near the guide rail (2).

10. The lateral guide mechanism of a ship lift with emergency braking function according to claim 6, characterized in that: The first two-position two-way solenoid valve (YV1), the second two-position two-way solenoid valve (YV2), the third two-position two-way solenoid valve (YV3), the fourth two-position two-way solenoid valve (YV4), the fifth two-position two-way solenoid valve (YV5), and the sixth two-position two-way solenoid valve (YV6) can be replaced with three-position three-way solenoid valves.

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